JP2010083393A - Vehicle front structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To effectively improve shock absorbing performance against a collision load generated by a frontal collision, in particular an offset collision. <P>SOLUTION: If a vehicle 10 undergoes an offset collision, one front side member 50 is compressively deformed by receiving the collision load in its longitudinal direction. A first cross member 110 of an X-shaped cross member 100 joined to a front end portion of the front side member 50 is also compressively deformed in its longitudinal direction. Because the first cross member 110 is joined to the other front side member 60, in addition, a portion of the other front side member 60, rearward of its portion joined to the first cross member 110 with respect to the vehicle body, is compressively deformed as the collision load is transmitted thereto via the first cross member 110. In this way, even in the event of the offset collision, the collision load is effectively absorbed as both of the front side members 50, 60 are compressively deformed. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to a vehicle front structure.

  A pair of front side members are provided along the vehicle front-rear direction at both outer ends in the vehicle width direction at the vehicle front portion, and the pair of front side members are connected by a cross member disposed along the vehicle width direction. A vehicle front structure is known.

  In the case of such a vehicle front structure, in the case of a so-called offset collision (ODB) in which only one of the pair of front side members receives a load, that is, an offset collision (ODB), one of the front side members is mainly deformed. Then, the collision load is absorbed. For this reason, there is a possibility that the other front side frame is not deformed so much that the shock absorbing performance is not sufficiently exhibited.

  Therefore, even in the case of an offset collision, an X-shaped cross member in which two cross members are arranged in an X shape so that both the one and the other front side members are deformed and the collision load is effectively absorbed. A vehicle front structure provided between a pair of front side members has been proposed (for example, Patent Document 1).

In addition, a Y-shaped cross member in which two cross members are arranged in a Y-shape is provided, and the collision load is efficiently distributed to the dash panel via this Y-shaped cross member, thereby efficiently dispersing the collision load. A vehicle front structure that suppresses deformation of the panel has been proposed (see Patent Document 2).
JP-A-8-142910 Japanese Patent Laid-Open No. 2005-199945

  However, it is desired to effectively improve the collision absorption performance of the front part of the vehicle.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle front structure that effectively improves the shock absorption performance against a collision load at the time of a frontal collision, particularly at the time of an offset collision. .

  According to the first aspect of the present invention, a pair of front side members provided along the vehicle front-rear direction at both outer end portions in the vehicle width direction at the vehicle front portion, and a front end portion at the vehicle front side end portion of one of the front side members. A first cross member in which the rear end portion is joined to the other front side member and the vehicle front side end portion of the other front side member. A second cross member having a front end joined thereto and extending obliquely rearward in the vehicle width direction and intersecting the first cross member and having a rear end joined to one of the front side members; And an X-shaped cross member configured in a substantially X shape with the first cross member and the second cross member in plan view, and the first cross member constituting the X-shaped cross member. Formed on the front end portion of the member and the second cross member, extending along the inner side surface of the front side member in the vehicle width direction, and formed at the bonding portion of the bonding surface, and on the outer side in the vehicle width direction And a seat that is convex toward the head.

  Therefore, when the vehicle has a full lap collision, both the pair of front side members and the X-shaped cross member are compressed and deformed in the longitudinal direction to absorb the collision load. Therefore, the impact absorption performance of the full wrap collision is effectively improved.

  In addition, in the case of a collision in which only one front side member receives a load, that is, a so-called offset collision, the one front side member and the first cross member of the X-shaped cross member are compressed and deformed in the longitudinal direction. The load is absorbed. Further, the collision load is transmitted to the rear side of the vehicle from the joint portion of the other front side member via the first cross member, and is compressed and deformed. Thus, even in the case of an offset collision, both the one and the other front side members are compressed and deformed, so that the collision load is effectively absorbed. That is, the shock absorbing performance at the time of offset collision is effectively improved.

  In addition, at the front end portions of the first cross member and the second cross member of the X-shaped cross member, a joining surface extending along the inner side surface in the vehicle width direction of the front side member is formed. Since the front side member is joined to the inner side surface in the vehicle width direction, the transmission efficiency of the collision load from the front side member to the X-shaped cross member is improved.

  Thus, compared with a vehicle front structure (a structure in which an X-shaped cross member is not provided) to which the present invention is not applied, the impact load absorbing performance at the time of a frontal collision is effectively improved.

  Here, the joint surface extending along the inner side surface in the vehicle width direction of the front side member at the front end portion of the first cross member and the second cross member of the X-shaped cross member protrudes outward in the vehicle width direction. There is now a seat. Therefore, the overall length of the X-shaped cross member in the vehicle width direction can be easily adjusted by adjusting the height of the seat (the amount of protrusion outward in the vehicle width direction). That is, the manufacturing accuracy of the space | interval of the vehicle width direction in the front-end part of the conventional front side member is ensured.

  According to a second aspect of the present invention, a pair of front side members provided along the vehicle front-rear direction at both outer end portions in the vehicle width direction at the front portion of the vehicle and the vehicle rear end portions of the pair of front side members are joined. A tunnel portion formed on the floor panel and provided in a substantially central portion in the vehicle width direction along the vehicle front-rear direction, and a front end portion joined to a vehicle front side end portion of one of the front side members and an inner side in the vehicle width direction A first cross member that extends obliquely rearward and has a rear end portion joined to the tunnel portion, and a front end portion joined to a vehicle front side end portion of the other front side member and a vehicle width direction inner side A second cross member extending obliquely rearward and having a rear end portion joined to the rear end portion of the first cross member and the tunnel portion, and the first cross member in a plan view. And a V-shaped cross member configured in a substantially V shape with the second cross member, the first cross member constituting the V-shaped cross member, and a front end portion of the second cross member, The front side member includes a joint surface extending along an inner side surface in the vehicle width direction, and a seat formed on the joint surface and projecting outward in the vehicle width direction.

  Therefore, when the vehicle has a full lap collision, both the pair of front side members and the Y-shaped cross member are compressed and deformed in the longitudinal direction to absorb the collision load. Further, the collision load is transmitted to the tunnel portion via the Y-shaped cross member.

  In addition, in the case of a collision in which only one front side member receives a load, that is, a so-called offset collision, one front side member and the first cross member of the Y-shaped cross member are compressed and deformed in the longitudinal direction. The load is absorbed. Further, the collision load is transmitted to the tunnel portion via the first cross member. Therefore, the impact absorption performance at the time of offset collision is effectively improved.

  Further, at the front end portions of the first cross member and the second cross member of the Y-shaped cross member, a joint surface extending along the inner side surface in the vehicle width direction of the front side member is formed. Since the front cross member is joined to the inner side in the vehicle width direction, the transmission efficiency of the collision load from the front side member to the Y-shaped cross member is improved.

  Thus, compared with the vehicle front structure to which the present invention is not applied (the structure in which the Y-shaped cross member is not provided), the impact load absorbing performance at the time of a frontal collision is effectively improved.

  Here, the joint surface extending along the inner side surface in the vehicle width direction of the front side member at the front end portion of the first cross member and the second cross member of the Y-shaped cross member protrudes outward in the vehicle width direction. There is now a seat. Therefore, the overall length of the Y-shaped cross member in the vehicle width direction can be easily adjusted by adjusting the height of the seat (the amount of protrusion outward in the vehicle width direction). That is, the manufacturing accuracy of the space | interval of the vehicle width direction in the front-end part of the conventional front side member is ensured.

  According to a third aspect of the present invention, there is provided a pair of front side members provided along the vehicle front-rear direction at both outer end portions in the vehicle width direction at the vehicle front portion, and a front end portion at the vehicle front side end portion of one of the front side members. A first cross member in which the rear end portion is joined to the other front side member and the vehicle front side end portion of the other front side member. A second cross member having a front end joined thereto and extending obliquely rearward in the vehicle width direction and intersecting the first cross member and having a rear end joined to one of the front side members; And an X-shaped cross member configured in a substantially X shape with the first cross member and the second cross member in plan view, and the first cross member constituting the X-shaped cross member. Formed at the front end of the support member and the second cross member, and receives a load from the joint surface extending along the vehicle lateral direction inner surface of the front side member, and the rear end of one of the front side members, A first load transmitting member for transmitting a load to a skeleton member disposed on the vehicle rear side and the vehicle width direction outside of the front side member, and receiving the load from the rear end portion of the other front side member, And a second load transmitting member that transmits a load to a skeleton member disposed on the vehicle rear side of the front side member and on the vehicle width direction outer side.

  Therefore, when the vehicle has a full lap collision, both the pair of front side members and the X-shaped cross member are compressed and deformed in the longitudinal direction to absorb the collision load, and the first reinforce and the second reinforce are paired. The load received from the front side member is transmitted to the skeleton member. Therefore, the impact absorption performance of full wrap collision is further improved.

  In addition, in the case of a collision in which only one front side member receives a load, that is, a so-called offset collision, the one front side member and the first cross member of the X-shaped cross member are compressed and deformed in the longitudinal direction. The load is absorbed. Further, the collision load is transmitted to the rear side of the vehicle with respect to the joint portion of the other front side member via the first cross member and is compressed and deformed, and the second reinforcement receives the load received from the other front side member. To communicate. Thus, even in the case of an offset collision, both the one and the other front side members are compressed and deformed, and the collision load is transmitted to the skeleton member. Thus, the collision load is effectively absorbed. That is, the shock absorbing performance at the time of offset collision is effectively improved.

  According to a fourth aspect of the present invention, in the vehicle front part structure according to the third embodiment, the vehicle front portion structure includes a seat portion that is formed at a joint portion of the joint surface and protrudes outward in the vehicle width direction. It is said.

  Therefore, by adjusting the height of the seat portion formed on the joining surface and projecting outward in the vehicle width direction (the amount of protrusion outward in the vehicle width direction), the X-shaped cross member in the vehicle width direction is adjusted. The total length can be easily adjusted. That is, the manufacturing accuracy of the space | interval of the vehicle width direction in the front-end part of the conventional front side member is ensured.

  According to a fifth aspect of the present invention, a pair of front side members provided along the vehicle front-rear direction at both outer end portions in the vehicle width direction at the front portion of the vehicle, and a vehicle rear end portion of the pair of front side members are joined. A tunnel portion formed in a substantially center portion in the vehicle width direction along the vehicle front-rear direction, and a front end portion joined to a vehicle front side end portion of one of the front side members and a vehicle width A first cross member that extends obliquely rearward in the direction and has a rear end joined to the tunnel, and a front end joined to the vehicle front side end of the other front side member and a vehicle width. A second cross member extending rearwardly inward in the direction and having a rear end portion joined to the rear end portion of the first cross member and the tunnel portion. A Y-shaped cross member that is configured to be substantially V-shaped with the member and the second cross member, and is disposed so as to face the ridgeline of the tunnel portion when the rear end portion is seen in the vehicle front-rear direction, A joining surface formed at a front end portion of the first cross member and the second cross member constituting the V-shaped cross member and extending along an inner side surface in the vehicle width direction of the front side member; And a flange portion formed at a rear end portion of the first cross member and the second cross member constituting the cross-shaped cross member and joined to an outer edge portion of the tunnel portion.

  Therefore, when the vehicle has a full lap collision, both the pair of front side members and the Y-shaped cross member are compressed and deformed in the longitudinal direction to absorb the collision load. Further, the collision load is effectively transmitted to the ridge line portion of the tunnel portion via the Y-shaped cross member.

  In addition, in the case of a collision in which only one front side member receives a load, that is, a so-called offset collision, one front side member and the first cross member of the Y-shaped cross member are compressed and deformed in the longitudinal direction. The load is absorbed. Furthermore, the collision load is effectively transmitted to the ridge line portion of the tunnel portion via the first cross member. Therefore, the impact absorption performance at the time of offset collision is effectively improved.

  The invention according to claim 6 is characterized in that, in the vehicle front portion structure according to claim 5, a seat portion formed on the joint surface and projecting outward in the vehicle width direction is provided.

  Therefore, by adjusting the height of the seat portion formed on the joint surface and projecting outward in the vehicle width direction (the amount of protrusion outward in the vehicle width direction), the Y-shaped cross member in the vehicle width direction is adjusted. The total length can be easily adjusted. That is, the manufacturing accuracy of the space | interval of the vehicle width direction in the front-end part of the conventional front side member is ensured.

  According to the first aspect of the present invention, the front end of the pair of front side members is input to one front side member at the time of a frontal collision, in particular, an offset collision, while ensuring the manufacturing accuracy of the space in the vehicle width direction. By transmitting the collision load to the other front side member, it is possible to effectively improve the collision absorption performance.

  According to the invention described in claim 2, a collision input to one front side member at the time of a frontal collision, particularly an offset collision, while ensuring manufacturing accuracy of the distance between the front end portions of the pair of front side members in the vehicle width direction. By transmitting the load to the tunnel portion, the collision absorption performance can be effectively improved.

  According to the third aspect of the present invention, the collision load input to one front side member at the time of a frontal collision, particularly an offset collision, is transmitted to the other front side member, and the second reinforcement is applied to the skeletal member. By transmitting this, it is possible to effectively improve the shock absorbing performance.

  According to the fourth aspect of the present invention, it is possible to effectively improve the collision absorption performance at the time of frontal collision, particularly at the time of offset collision, while ensuring the manufacturing accuracy of the distance between the front ends of the pair of front side members in the vehicle width direction. be able to.

  According to the fifth aspect of the present invention, the impact absorption performance is effectively improved by effectively transmitting the collision load input to one of the front side members during frontal collision, particularly offset collision, to the tunnel portion. Can be made.

  According to the sixth aspect of the present invention, it is possible to effectively improve the collision absorption performance at the time of frontal collision, particularly at the time of offset collision, while ensuring the manufacturing accuracy of the distance between the front ends of the pair of front side members in the vehicle width direction. be able to.

  Hereinafter, the first embodiment of the vehicle front structure according to the present invention will be described in detail with reference to FIGS. FIG. 1 is a perspective view showing a vehicle front structure according to a first embodiment of the present invention. FIG. 2 is an enlarged view of the front end portion of the first cross member constituting the X-shaped cross member in FIG. 1. 3 is a longitudinal sectional view taken along the line AA in FIG. 2 (a longitudinal sectional view along the vehicle width direction). In the figure, the arrow UP indicates the vehicle upper side direction, the arrow FR indicates the vehicle front side direction, and the arrow OUT indicates the vehicle width direction outer side direction.

  As shown in FIG. 1, a dash panel 20 that separates the vehicle front space 12 and the cabin 14 is disposed in the vehicle 10 substantially vertically. A floor panel 30 constituting the floor surface of the cabin 14 is connected to the lower side of the dash panel 20 (a front floor portion of the floor panel 30 is shown in FIG. 1). A tunnel portion 32 is formed in the vehicle width direction intermediate portion of the floor panel 30 along the vehicle front-rear direction. The tunnel portion 32 is a longitudinal sectional shape along the vehicle width direction (viewed from the vehicle front-rear direction). Is substantially U-shaped with the opening facing the vehicle lower side.

  The vehicle 10 of the present embodiment is a fuel cell vehicle (FC vehicle) or an electric vehicle (EV vehicle). Therefore, the vehicle front space 12 described above is a space corresponding to the engine room of the FF vehicle and the FR vehicle.

  A pair of front side members 50, 60 are disposed along the vehicle front-rear direction on both outer sides in the vehicle width direction at the front portion of the vehicle 10. The vehicle rear end portions of the front side members 50 and 60 are joined to the dash panel 20 and bent toward the vehicle rear lower side in the vicinity of the dash panel 20, and then the lower portion of the floor panel 30 is placed on the vehicle rear side. It is extended toward the.

  One front side member 50 includes a front side member inner 52 having a hat-shaped cross section arranged with the vehicle width direction as an opening side, and a front side member outer 54 joined to a flange portion 52A of the front side member inner 52. It is configured. Moreover, it is set as the closed cross-section structure (refer also FIG. 2).

  Similarly, the other front side member 60 includes a front side member inner 62 having a hat-shaped cross section arranged with the vehicle width direction as an opening side, and a front side member outer 64 joined to a flange portion 62A of the front side member inner 62. , Is composed of. Moreover, it is set as the closed cross-section structure.

  Between the pair of front side members 50, 60, an X-shaped cross member 100 is provided in which a first cross member 110 and a second cross member 120 are arranged in a substantially X shape in plan view. The first cross member 110 and the second cross member 120 have substantially the same shape except for the left and right objects (however, the structure of the portion 102 where the first cross member 110 and the second cross member 120 intersect is the same). Different). The pair of front side members 50 and 60 and the X-shaped cross member 100 are disposed at substantially the same height.

  The first cross member 110 of the X-shaped cross member 100 has a front end joined to a vehicle front side end of one front side member 50 and extends toward an oblique rear side on the inner side in the vehicle width direction. A rear end portion is joined to the vehicle front side of the dash panel 20 in the side member 60.

  The second cross member 120 of the X-shaped cross member 100 has a front end joined to the vehicle front side end of the other front side member 60, and extends toward the rear in the vehicle width direction and extends toward the first rear cross. A rear end portion is joined to the vehicle front side of the dash panel 20 of one front side member 50 so as to intersect the member 110.

  In the first cross member 110 of the X-shaped cross member 100, the first cross member outer 112 is joined to the flange portion 114 </ b> A of the first cross member inner 114 having a hat-shaped cross section arranged with the vehicle width direction outer side as an opening side. Thus, a closed cross-sectional structure is configured (see also FIG. 2).

  Similarly, in the second cross member 120 of the X-shaped cross member 100, the second cross member inner 122 is joined to the flange portion 124 </ b> A of the second cross member outer 124 having a hat-shaped cross section arranged with the vehicle width direction outer side being the opening side. As a result, a closed cross-sectional structure is formed.

  In addition, in the part 102 where the first cross member 110 and the second cross member 120 constituting the X-shaped cross member 100 intersect with each other, a bulkhead (not shown) or an X-shaped cross section is provided to ensure rigidity and strength. Reinforce (not shown) may be provided.

  Next, the structure of the joining portion between the front end portions of the first cross member 110 and the second cross member 120 constituting the X-shaped cross member 100 and the front end portions of the front side members 50 and 60 will be described. The structure of the joining portion between the front end portion of the first cross member 110 and the front end portion of the front side member 50 and the structure of the joining portion between the front end portion of the second cross member 120 and the front end portion of the front side member 60 are left and right. Since the structure is the same except that it is symmetrical, the structure of the joining portion between the front end portion of the first cross member 110 and the front end portion of the front side member 50 will be described as a representative.

  As shown in FIG. 2, the front end portion 116 of the first cross member inner 114 of the first cross member 110 constituting the X-shaped cross member 100 extends in the vehicle inner direction along the front side member inner 52 of the front side member 50. The cross section is U-shaped with the outer side in the vehicle width direction as the opening side, and is arranged in contact with the outer side of the front side member inner 52.

  A joint surface 118 extending along the inner side surface 52C of the front side member inner 52 at the front end portion 116 of the first cross member inner 114 (a surface constituting the inner side surface in the vehicle width direction) has a concave inner side surface in the vehicle width direction. Thus, a plurality of (four in this embodiment) seat portions 150 having a circular shape in a side view that are convex outward in the vehicle width direction are provided (see also FIG. 3). These seats 150 are spot welded to the inner side surface 52 </ b> C of the front side member inner 52 at the joint surface 118 of the front end portion 116 of the first cross member inner 114.

  As described above, the structure of the joint portion between the front end portion of the second cross member 120 and the front end portion of the front side member 60 is the same except that it is bilaterally symmetric. The joint surface 128 of the front end member 126 formed on the inner side surface 62C of the front side member inner 62 has a plurality of seats 150 (four in this embodiment) that are recessed in the vehicle width direction inner surface and projecting outward in the vehicle width direction. (See also FIG. 3). These seats 150 are spot welded to the inner side surface 62C of the front side member inner 62 at the joint surface 128 of the front end portion 126 of the second cross member outer 124 (see FIG. 1).

  Next, the operation of this embodiment will be described.

  When the vehicle 10 has a full lap collision, the pair of left and right front side members 50 and 60 are respectively compressed and deformed in the longitudinal direction (vehicle longitudinal direction), so that the collision load is absorbed. Further, the first cross member 110 and the second cross member 120 constituting the X-shaped cross member 100 are each compressed and deformed in the longitudinal direction (inwardly rearward side in the vehicle width direction) to absorb the collision load. Therefore, the impact absorption performance of the full wrap collision is improved.

  Further, when the vehicle 10 has a collision in which only one front side member 50 receives a load, that is, a so-called offset collision, the one front side member 50 receives the collision load in its longitudinal direction and is compressed and deformed. Furthermore, the first cross member 110 of the X-shaped cross member 100 joined to the front end portion of one front side member 50 is compressed and deformed in the longitudinal direction. Further, since the first cross member 110 is joined to the other front side member 60, the joining portion (dash side) of the other front side member 60 with the first cross member 110 is interposed via the first cross member 110. Also, the collision load is transmitted to the rear part of the vehicle and is compressed and deformed. Thus, even in the case of an offset collision, both the front side members 50 and 60 are compressed and deformed, so that the collision load is effectively absorbed. That is, the shock absorbing performance at the time of offset collision is improved.

  Further, the joining surface 118 of the front end portion 116 of the first cross member inner 114 and the joining surface 128 of the front end portion 126 of the second cross member outer 124 are joined to the inner side surfaces 52C and 62C of the front side members 50 and 60. ing. Therefore, inward tilting (curvature inward in the vehicle width direction) of the front side members 50 and 60 in the offset collision is suppressed, so that the shock absorbing performance at the time of the offset collision is improved.

  Further, the front end portion 116 of the first cross member inner 114 of the first cross member 110 of the X-shaped cross member 100 extends along the front side member 50 and has a U-shaped cross section. Since it is arranged in contact with the front side member 50 so as to cover the outside, the bonding strength is improved. Therefore, the transmission efficiency of the collision load from the front side member 50 to the first cross member 110 is improved. Similarly, the transmission efficiency of the collision load from the front side member 60 to the second cross member 120 is improved.

  Therefore, compared with a structure to which the present invention is not applied (a structure in which the X-shaped cross member 100 is not provided), the impact load absorbing performance at the time of frontal collision (both full-wrap collision and offset collision) is effectively improved. To do.

  Moreover, since the impact absorption performance at the time of a frontal collision is improved effectively, the proof stress (for example, plate | board thickness) of the front side members 50 and 60 can be reduced and it can reduce in weight. In addition, the joining site | part (site to wrap) of the front side members 50 and 60 and the X-shaped cross member 100 may reduce plate | board thickness and further reduce weight as a tailored blank structure.

  Furthermore, since the bending and torsional rigidity of the entire body of the vehicle 10 is improved, NV (noise and vibration) performance and steering stability performance are improved.

  Moreover, it is also possible to use the X-shaped cross member 100 as a reinforcement for arranging an air compressor (not shown) (an air compressor (not shown) may be arranged on the X-shaped cross member 100). it can). Alternatively, motors can be suspended from the X-shaped cross member 100.

  Here, the distance in the vehicle width direction between the pair of front side members takes into account the manufacturing variation in the total length in the vehicle width direction of the front end portion of the X-shaped cross member in addition to the manufacturing variation in the pair of front side members. There is a need to.

  Therefore, for example, when the variation in the distance between the front end portions of the pair of front side members is increased by considering the manufacturing variation in the overall length in the vehicle width direction of the front end portion of the X-shaped cross member, the pair of front side members It can be considered that the size of the radiator mounted between the front end portions of the radiator is affected.

  However, in the present embodiment, the joint surface 118 at the front end portion 116 of the first cross member inner 114 of the X-shaped cross member 100 is provided with a seat portion 150 that protrudes outward in the vehicle width direction (see FIG. 3). Similarly, a seat 150 that protrudes outward in the vehicle width direction is provided on the joint surface 128 at the front end 126 of the second cross member outer 124 of the X-shaped cross member 100. These seats 150 are spot-welded to the inner side surfaces 52C and 62C of the front side member inners 52 and 62, respectively.

  Therefore, for example, even if there is a manufacturing variation in the interval between the front side members 50 and 60, the height of the seat 150 (the protruding amount T (see FIG. 3) outward in the vehicle width direction) can be adjusted. Thus, the overall length of the X-shaped cross member 100 in the vehicle width direction can be adjusted. That is, it is possible to easily ensure the manufacturing accuracy of the distance between the front side members 50 and 60 in the vehicle width direction (the distance between the front side members 50 and 60 in the vehicle width direction is within the conventional manufacturing variation. be able to). For this reason, even if it is the structure which provides the X-shaped cross member 100, it is suppressed that manufacture becomes complicated.

  That is, the collision absorption performance is effectively improved while ensuring the manufacturing accuracy of the distance between the front end portions of the pair of front side members 50 and 60 in the vehicle width direction.

  Therefore, for example, when a radiator (not shown) is mounted between the front side members 50 and 60, the same size radiator as that of the related art can be mounted. In other words, a radiator having the same overall length in the vehicle width direction as the radiator used in the structure in which the X-shaped cross member 100 is not provided can be mounted.

  In addition, the seat part which protruded toward the vehicle width direction outer side is formed in the junction part of the junction surface extended along the vehicle width direction inner side surface of the front side member in the rear end part of the X-shaped cross member 100. May be.

  Next, a second embodiment of the vehicle front structure according to the present invention will be described in detail with reference to FIGS. 4, 5, and 9. FIG. 4 is a perspective view showing a vehicle front structure according to the second embodiment of the present invention. FIG. 5A is an enlarged view of the front end portion of the first cross member constituting the Y-shaped cross member of FIG. FIG. 5B is a perspective view showing a cross member outer of the first cross member, and FIG. 5C is a perspective view showing a first cross member inner. FIG. 9A is a perspective view showing a joint portion between the vehicle rear side end portion of the first cross member and the tunnel portion constituting the Y-shaped cross member in the vehicle front structure according to the second embodiment of the present invention. FIG. 9B is a partially enlarged perspective view of FIG. 9A viewed from the A direction. In addition, the same code | symbol is attached | subjected to 1st embodiment, and the overlapping description is abbreviate | omitted.

  As shown in FIG. 4, the first cross member 210 and the second cross member 220 are arranged in a substantially Y shape in plan view, and the Y-shaped cross member 200 includes a pair of front side members 50 and 60. The point provided in between is different from the first embodiment. The first cross member 210 and the second cross member 220 have the same shape except for the left and right objects. Further, the pair of front side members 50 and 60 and the Y-shaped cross member 200 are arranged at substantially the same height.

  The first cross member 210 of the Y-shaped cross member 200 has a front end joined to a vehicle front side end of one front side member 50 and extends obliquely rearward inward in the vehicle width direction. The portion 210A is inserted into the tunnel portion 32 and joined to the inner wall of the tunnel portion 32 (see also FIG. 9).

  The second cross member 220 of the Y-shaped cross member 200 has a front end joined to the vehicle front side end of the other front side member 60 and extends toward the vehicle rear side in the vehicle width direction, and the rear end. The portion 220 </ b> A is inserted into the tunnel portion 32 and joined to the inner wall of the tunnel portion 32.

  Further, the rear ends of the first cross member 210 and the second cross member 220 constituting the Y-shaped cross member 200 are joined to each other.

  As shown in FIG. 9, the rear end portion 210 </ b> A of the first cross member 210 is twisted and inserted into the tunnel portion 32 in the vicinity in front of the tunnel portion 32 (N portion in the drawing). Further, tunnel reinforcement (not shown) is joined to the inner wall of the tunnel portion 32, and the vehicle front side end portion of the tunnel reinforcement is overlapped and joined to the rear end portion 210 </ b> A of the first cross member 210. Although illustration is omitted, details of joining the rear end portion 220A of the second cross member 220 of the Y-shaped cross member 200, the tunnel portion 32, the joining portion, and tunnel reinforcement (not shown) are as follows. It is the same.

  As shown in FIG. 4, the first cross member 210 of the Y-shaped cross member 200 is joined with the opening sides of the first cross member inner 214 and the first cross member outer 212 having a substantially L-shaped cross section facing each other. Thus, a closed cross-sectional structure is formed (see also FIGS. 5A, 5B, 5C, and 9).

  Similarly, the second cross member 220 of the Y-shaped cross member 200 is joined with the first cross member outer 224 having a substantially L-shaped cross section and the opening sides of the first cross member inner 222 facing each other to form a closed cross-sectional structure. Is configured.

  Next, the structure of the joint portion between the front end portions of the first cross member 210 and the second cross member 220 constituting the Y-shaped cross member 200 and the front end portions of the front side members 50 and 60 will be described. In addition, the structure of the joining part of the front end part of the first cross member 210 and the front end part of the front side member 50, the structure of the joining part of the front end part of the second cross member 220 and the front end part of the front side member 60, Since the structure is the same except that it is bilaterally symmetric, the structure of the joint portion between the front end of the first cross member 210 and the front end of the front side member 60 will be described as a representative.

  As shown in FIGS. 4, 5 </ b> A, and 5 </ b> B, the front end 213 of the first cross member inner of the first cross member 210 constituting the Y-shaped cross member 200 has a front side member inner 52. It is extended along the upper surface 52D. Further, a joining surface 211 that is bent toward the vehicle rear side and extends along the inner side surface 52C of the front side member inner 52 is formed. The joint surface 211 is formed with a seat 150 that has a concave inner surface in the vehicle width direction and is convex outward in the vehicle width direction.

  As shown in FIGS. 4, 5 </ b> A, and 5 </ b> C, the front end 216 of the first cross member inner 214 of the first cross member 210 extends along the inner side surface 52 </ b> C of the front side member inner 52. It is bent inward. The joint surface 218 extending along the inner side surface 52C of the front side member inner 52 at the front end 216 of the first cross member inner 214 has a concave inward in the vehicle width direction and is convex outward in the vehicle width direction. A plurality of parts 150 (four in this embodiment) are provided (see also FIG. 3). These seats 150 are spot welded to the inner side surface 52 </ b> C of the front side member inner 52 at the joint surfaces 211 and 218 of the first cross member 210.

  As described above, the structure of the joining portion between the front end portion of the second cross member 220 and the front end portion of the front side member 60 is the same except that it is bilaterally symmetric. A seat 150 that protrudes outward in the vehicle width direction is formed on the joint surface and the joint surface 228 of the second cross member outer 224 (see also FIG. 3). These seats 150 are spot welded to the inner side surface 52C of the front side member inner 52 at the joint surface of the second cross member 220 (see FIG. 4).

  Next, the operation of this embodiment will be described.

  In the case of a vehicle 10 full lap collision, the pair of front side members 50 and 60 are each compressed and deformed in the longitudinal direction (vehicle longitudinal direction), so that the collision load is absorbed. Further, the first cross member 210 and the second cross member 220 of the Y-shaped cross member 200 are each compressed and deformed in the longitudinal direction (inward and rearward in the vehicle width direction), thereby absorbing the collision load. Further, the collision load is transmitted to the tunnel portion 32 having high rigidity via the Y-shaped cross member 200. Therefore, the impact absorption performance of the full wrap collision is improved.

  In addition, when a collision in which only one front side member 50 receives a load, that is, a so-called offset collision, the one front side member 50 receives the collision load in the longitudinal direction thereof and is compressed and deformed. Furthermore, the first cross member 210 of the Y-shaped cross member 200 joined to the front end portion of one front side member 50 is compressed and deformed in the longitudinal direction. Further, the collision load is transmitted to the tunnel portion 32 having high rigidity via the first cross member 210. Therefore, the impact absorption performance is improved.

  Further, the joining surface 218 of the front end 216 of the first cross member inner 214 and the joining surface 228 of the front end 226 of the second cross member outer 224 are joined to the inner side surfaces 52C and 62C of the front side members 50 and 60. ing. Therefore, inward tilting (curvature inward in the vehicle width direction) of the front side members 50 and 60 in the offset collision is suppressed, so that the shock absorbing performance at the time of the offset collision is improved.

  Here, the front end 213 of the first cross member outer 212 of the first cross member 210 of the Y-shaped cross member 200 and the front end 216 of the first cross member inner 214 cover the outside of the front side member inner 52. Since it is arranged in a contact state and is joined to the front cross member 50 (see FIG. 5A), the joining strength is improved. Therefore, the transmission efficiency of the collision load from the front side member 50 to the first cross member 210 of the Y-shaped cross member 200 is improved. Similarly, the transmission efficiency of the collision load from the front side member 60 to the second cross member 220 of the Y-shaped cross member 200 is improved.

  Thus, compared with a structure to which the present invention is not applied (a structure in which the Y-shaped cross member 200 is not provided), the collision load absorption performance at the time of a frontal collision (both full-wrap collision and offset collision) is effectively achieved. improves.

  Moreover, since the impact absorption performance at the time of a frontal collision improves, the proof stress (for example, board thickness) of the front side members 50 and 60 can be reduced and it can reduce in weight. In addition, the joining site | part (part to wrap) of the front side members 50 and 60 and the Y-shaped cross member 200 may reduce plate | board thickness and further reduce weight as a tailored blank structure.

  Further, since the bending and torsional rigidity of the entire body is improved, NV (noise and vibration) performance and steering stability performance are improved.

  Moreover, it is also possible to use the Y-shaped cross member 200 as a reinforcement for arranging an air compressor (not shown) (an air compressor (not shown) may be arranged on the Y-shaped cross member 200). it can). Alternatively, motors can be suspended from the Y-shaped cross member 200.

  Here, on the joint surfaces 211 and 218 extending along the inner side surface 52C of the front side member inner 52 in the first cross member 210 of the Y-shaped cross member 200, a seat portion that protrudes outward in the vehicle width direction. 150 is provided. Similarly, a seat 150 that protrudes outward in the vehicle width direction is formed on the joint surfaces 221 and 228 extending along the inner surface 52C of the front side member inner 52 of the second cross member 220 of the Y-shaped cross member 200. Is provided. These seats 150 are spot-welded to the inner side surfaces 52C and 62C of the front side member inners 52 and 62, respectively.

  Therefore, for example, even if there is a manufacturing variation in the interval between the front side members 50 and 60, the height of the seat 150 (the protruding amount T (see FIG. 3) outward in the vehicle width direction) can be adjusted. Thus, the overall length of the Y-shaped cross member 200 in the vehicle width direction can be adjusted. That is, it is possible to easily ensure the manufacturing accuracy of the distance in the vehicle width direction of the conventional front side members 50, 60 (the distance in the vehicle width direction of the front side members 50, 60 is within the same manufacturing variation. Can fit in). For this reason, even if it is the structure which provides the Y-shaped cross member 200, it is suppressed that manufacture becomes complicated.

  Therefore, for example, when a radiator (not shown) is mounted between the front side members 50 and 60, the same size radiator as that of the related art can be mounted. In other words, a radiator having the same overall length in the vehicle width direction as the radiator used in the structure in which the Y-shaped cross member 200 is not provided can be mounted.

  In the present embodiment, as shown in FIG. 4, the rear end portion 210A of the first cross member 210 and the rear end portion 220A of the second cross member 220 constituting the Y-shaped cross member 200 are connected to the tunnel portion 32. Although it was inserted in and it joined to the inner wall of the tunnel part 32, it is not limited to this. What is necessary is just to join so that a collision load may be transmitted to the ridgeline R (refer FIG. 4) of the tunnel part 32 (input).

  Note that the Y-shaped cross member 200 of the second embodiment is shorter in terms of arrangement size than the X-shaped cross member 100 (see FIG. 1) of the first embodiment. Therefore, the Y-shaped cross member 200 of the second embodiment is lighter than the X-shaped cross member 100 (see FIG. 1) of the first embodiment.

  Next, a third embodiment of the vehicle front structure according to the present invention will be described in detail with reference to FIG. FIG. 7 is a perspective view showing the vehicle front structure according to the third embodiment of the present invention. In addition, the same code | symbol is attached | subjected to 1st embodiment and 2nd embodiment, and the overlapping description is abbreviate | omitted.

  As shown in FIG. 7, rockers 450 and 460 are disposed substantially horizontally with the vehicle front-rear direction as a longitudinal direction on both outer sides in the vehicle width direction of the vehicle lower part on the vehicle rear side of the dash panel 20. The rockers 450 and 460 are rocker outer panels 452 and 462 that are disposed on the outer side in the vehicle width direction and have a hat-shaped horizontal cross section, and a rocker inner panel 454 that is disposed on the inner side in the vehicle width direction and has a hat-shaped horizontal section. 464, and a closed cross section is formed by joining each opening side facing each other.

  Front pillars (A pillars) 470 and 480 are provided upright at the vehicle front side end portions of the rockers 450 and 460. Front pillars 470 and 480 are front pillar outer panels 472 and 482 that are arranged on the outer side in the vehicle width direction and have a horizontal cross section, and front pillar inners that are arranged on the inner side in the vehicle width direction and have a hat shape on the horizontal cross section. Panels 474 and 484 are formed, and the closed cross section is configured by joining the respective opening sides facing each other.

  Thus, in the side view, the rockers 450 and 460 and the front pillars 470 and 480 are substantially L-shaped. Further, both ends in the vehicle width direction of the dash panel 20 are welded to the left and right front pillars 470 and 480, respectively.

  A front end portion of a rein face 402 having a substantially rectangular cross section is joined to a portion corresponding to the front side member 50 on the rear side surface of the dash panel 20. The reinforcement 402 is curved outward in the vehicle width direction (having a substantially L shape in plan view), and the rear end portion is joined to the front pillar inner panel 474 of the front pillar 470.

  Similarly, a front end portion of a rein face 404 having a substantially rectangular cross section is joined to a portion corresponding to the front side member 60 on the vehicle rear side surface of the dash panel 20. The reinforce 404 is curved outward in the vehicle width direction (having a substantially L shape in plan view), and the rear end portion is joined to the front pillar inner panel 484 of the front pillar 480.

  Next, the operation of this embodiment will be described.

  When the vehicle 10 has a full lap collision, the pair of reinforces 402 and 404 effectively transmit the load received from the pair of left and right front side members 50 and 60 to the front pillars 470 and 480 and the rockers 450 and 460 ( More precisely, the load received via the dash panel 20 is transmitted to the front pillars 470 and 480 and the rockers 450 and 460). Therefore, the impact absorption performance of full wrap collision is further improved.

  Further, when the vehicle 10 has a collision in which only one front side member 50 receives a load, that is, a so-called offset collision, the first of the X-shaped cross members 100 joined to the front end portion of the one front side member 50. The collision load is transmitted to the joint portion of the other front side member 60 with the first cross member 110 via the one cross member 110. Further, the collision load is transmitted to the front pillar 480 and the rocker 460 via the reinforcement 404 (and the dash panel 20). Thus, the collision load is effectively absorbed.

  Similarly, a collision load is applied to the joint portion of the other front side member 50 with the second cross member 120 via the second cross member 120 of the X-shaped cross member 100 joined to the front end portion of the other front side member 60. Communicated. Further, the collision load is transmitted to the front pillar 470 and the rocker 450 via the reinforcement 402 (and the dash panel 20). Thus, the collision load is effectively absorbed.

  Further, the joining surface 118 of the front end portion 116 of the first cross member inner 114 and the joining surface 128 of the front end portion 126 of the second cross member outer 124 are joined to the inner side surfaces 52C and 62C of the front side members 50 and 60. ing. Therefore, inward tilting (curvature inward in the vehicle width direction) of the front side members 50 and 60 in the offset collision is suppressed, so that the shock absorbing performance at the time of the offset collision is effectively improved.

  In the present embodiment, the seat 150 (see FIG. 1) is not formed on the joint surface 118 of the first cross member inner 114 and the joint surface 128 of the second cross member 124. However, also in this embodiment, the seat 150 (see FIG. 1) may be formed on the joint surface 118 of the first cross member inner 114 and the joint surface 128 of the second cross member 124.

  The rear ends of the reinforcements 402 and 404 may be joined to the rocker inner panels 454 and 460 of the rockers 450 and 460.

  Next, a fourth embodiment of the vehicle front structure according to the present invention will be described in detail with reference to FIG. FIG. 8 is a perspective view showing a vehicle front structure according to the fourth embodiment of the present invention. In addition, the same code | symbol is attached | subjected to 1st embodiment and 2nd embodiment, and the overlapping description is abbreviate | omitted.

  As shown in FIG. 8, a flange portion 550 extending outward is formed at the rear end portions of the first cross member 210 and the second cross member 220 constituting the Y-shaped cross member 200. The flange portion 550 is joined to the outer edge portion 32 </ b> A of the tunnel portion 32 in the dash panel 20. Further, the rear end portions of the first cross member 210 and the second cross member 220 constituting the Y-shaped cross member 200 are opposed to each other so as to overlap the ridge line R of the tunnel portion 32 when viewed in the vehicle front-rear direction. .

  Next, the operation of this embodiment will be described.

  When a collision in which only one front side member 50 receives a load, that is, a so-called offset collision, the one front side member 50 receives the collision load in its longitudinal direction and is compressed and deformed. Furthermore, the first cross member 210 of the Y-shaped cross member 200 joined to the front end portion of one front side member 50 is compressed and deformed in the longitudinal direction. Further, the collision load is transmitted to the tunnel portion 32 having high rigidity via the first cross member 210. At this time, the collision load is effectively transmitted (input) from the rear end portion of the first cross member 210 of the Y-shaped cross member 200 to the ridgeline R of the tunnel portion 32. Therefore, the impact absorption performance is effectively improved.

  Further, the joining surface 218 of the front end 216 of the first cross member inner 214 and the joining surface 228 of the front end 226 of the second cross member outer 224 are joined to the inner side surfaces 52C and 62C of the front side members 50 and 60. ing. Therefore, inward tilting (curvature inward in the vehicle width direction) of the front side members 50 and 60 in the offset collision is suppressed, so that the shock absorbing performance at the time of the offset collision is effectively improved.

  Further, as in the second embodiment, the rear end portion of the Y-shaped cross member 200 is inserted into the tunnel portion 32 and joined to the inner wall surface of the tunnel portion 32 and the front end portion of the tunnel reinforcement (not shown). Compared to the above, the present embodiment is shorter because it is not inserted into the tunnel portion 32, and the tunnel reinforcement (not shown) can be made unnecessary, so that the weight is reduced.

  In the present embodiment, the joining surfaces 211 and 218 extending along the inner surface 52C of the front side member inner 52 of the first cross member 210 of the Y-shaped cross member 200 and the Y-shaped cross member 200 The seat portion 150 (see FIG. 4) is not provided on the joint surfaces 221 and 228 extending along the inner surface 52C of the front side member inner 52 of the second cross member 220. However, the seat portion 150 (see FIG. 4) may be provided on the joint surfaces 211, 218, 221 and 228 of the Y-shaped cross member 200.

  Here, in the first embodiment to the fourth embodiment, the top surfaces of the pair of front side members 50, 60, the X-shaped cross member 100, and the Y-shaped cross member 200 are arranged at substantially the same height. However, it is not limited to this. The upper surfaces of the X-shaped cross member 100 and the Y-shaped cross member 200 may be disposed at higher or lower positions than the upper surfaces of the pair of front side members 50 and 60.

  Therefore, as a modification of the first embodiment, FIG. 6 is used for a configuration in which the upper surface of the X-shaped cross member 200 is positioned lower than the upper surfaces of the pair of front side members 50 and 60. I will explain. FIG. 6A is an enlarged view of the front end portion of the first cross member constituting the X-shaped cross member of the modification. FIG. 6B is a perspective view showing a cross member outer of the first cross member, and FIG. 6C is a perspective view showing a first cross member inner. In addition, the same code | symbol is attached | subjected to 1st embodiment, and the overlapping description is abbreviate | omitted.

  As shown in FIG. 6A, a front end portion of the front side member inner 354 of one front side member 350 is formed with an extension portion 356 having a substantially triangular shape in a side view extending downward in the vehicle vertical direction. ing.

  The front end portion of the first cross member 310 of the X-shaped cross member 300 is joined to the inner side surface 52C of the front side member inner 52 of the front side member 50 and the extending portion 356 of the front side member outer 354.

  As shown in FIG. 6C, the first cross member outer 312 has a front end portion 313 formed by bending the front end portion toward the vehicle width direction outer side.

  As shown in FIGS. 6A and 6B, the front end 316 of the first cross member inner 314 is bent in the vehicle inner direction along the front side member 350 and has a substantially L-shaped cross section. ing. A flange portion 319 extending toward the vehicle lower side is formed at the lower end portion of the front end portion 316. A seat 150 is formed on the upper end 318 and the flange 319 of the front end 316. The seat 150 has a concave inner side surface in the vehicle width direction and is convex outward in the vehicle width direction. Note that a margin (stepping) may be formed between the upper end portion 318 and the flange portion 319 to form a seat portion.

  6A, the upper end 318 of the front end 316 of the first cross member inner 314 is joined to the inner surface 52C of the front side member inner 52 of the front side member 350, and the flange of the front end 316 is joined. The portion 319 is joined to the extended portion 356 of the front side member inner 354 of the upper end portion 318 front side member 350.

  Further, the seat 150 formed at the upper end 318 and the flange 319 of the front end 316 of the first cross member inner 314 is spot welded.

  In addition, this invention is not limited to the said embodiment.

  For example, in the above embodiment, the first cross member 110 and the second cross member 120 of the X-shaped cross member 100 and the first cross member 210 and the second cross member 220 of the Y-shaped cross member 200 are the inner panel and Although the closed cross-sectional structure is constituted by the outer panel, it is not limited to this.

  For example, the first cross member and the second cross member of the X-shaped cross member and the first cross member and the second cross member of the Y-shaped cross member have, for example, a cylindrical shape (pipe shape) or an L-shaped angle shape. May be. In the case of a cylindrical shape (pipe shape), for example, a collar is attached to the end, the collar and the front side member are joined, and the present invention is provided by providing a joining surface on which a seat is formed. Can be applied.

  Further, for example, in the above-described embodiment, the seat 150 is circular when viewed from the side, but is not limited thereto. For example, it may be set (stepping). Any other shape may be used.

  For example, a crash box as an impact absorbing member may be provided at the front end portions of the pair of front side members 50 and 60. And the structure where the front-end part of the X-shaped cross member 100 and the Y-shaped cross member 200 was joined to this impact-absorbing member (crash box) may be sufficient.

  As described above, the vehicle 10 of the present embodiment is a fuel cell vehicle (FC vehicle) or an electric vehicle (EV vehicle). Unlike the FF vehicle and the FR vehicle, the vehicle front space 12 has an engine and a mission. Therefore, it is easy to provide the X-shaped cross member 100 and the Y-shaped cross member 200 in the vehicle front space 12 as in the above embodiment. Since the RR vehicle also has no engine in the vehicle front space, it is easy to provide the X-shaped cross member 100 and the Y-shaped cross member 200 in the same manner.

It is a perspective view which shows the vehicle front part structure of 1st embodiment of this invention. It is an enlarged view of the front-end part of the 1st cross member which comprises the X-shaped cross member in FIG. It is a longitudinal cross-sectional view along the AA line of FIG. 2 (it is a longitudinal cross-sectional view along the vehicle width direction). It is a perspective view which shows the vehicle front part structure of 2nd embodiment of this invention. (A) is an enlarged view of the front end portion of the first cross member constituting the Y-shaped cross member of FIG. 4, and (B) is a perspective view showing the cross member outer of the first cross member. C) is a perspective view showing a first cross member inner. (A) is an enlarged view of the front end part of the 1st cross member which comprises the X-shaped cross member of a modification, (B) is a perspective view which shows the cross member outer of a 1st cross member, C) is a perspective view showing a first cross member inner. It is a perspective view which shows the vehicle front part structure of 3rd embodiment of this invention. It is a perspective view which shows the vehicle front part structure of 4th embodiment of this invention. (A) is a perspective view which shows the junction part of the vehicle rear side edge part of the 1st cross member which comprises the Y-shaped cross member in the vehicle front part structure of 2nd embodiment of this invention, and a tunnel part, ( B) is an enlarged perspective view seen from the A direction of (A).

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Vehicle 30 Floor panel 32 Tunnel part 32A Outer edge part 50 Front side member 60 Front side member 100 X-shaped cross member 110 First cross member 118 Joint surface 120 Second cross member 128 Joint surface 150 Seat part 200 V-shaped cross member 210 first cross member 211 joint surface 218 joint surface 221 joint surface 220 second cross member 228 joint surface 300 X-shaped cross member 310 first cross member 318 upper end (joint surface)
319 Flange (joint surface)
350 Front side member 402 Reinforce (first load transmission member)
404 Reinforce (second load transmission member)
450 Rocker (Frame member)
460 Rocker (Frame member)
470 Front pillar (frame member)
480 Front pillar (frame member)
550 Flange
R ridgeline

Claims (6)

A pair of front side members provided along the vehicle front-rear direction at both outer ends in the vehicle width direction at the vehicle front;
A first cross having a front end joined to a vehicle front side end of one of the front side members and extending toward an oblique rear side in the vehicle width direction, and a rear end joined to the other front side member The front end of the member and the other front side member of the other front side member are joined to each other, and the front end extends obliquely rearward inward in the vehicle width direction and intersects the first cross member. A second cross member having a rear end joined to the member, and an X-shaped cross member configured in a substantially X shape with the first cross member and the second cross member in plan view;
A joining surface that is formed at a front end portion of the first cross member and the second cross member constituting the X-shaped cross member and extends along a vehicle width direction inner side surface of the front side member;
A seat portion formed at a joint portion of the joint surface and convex toward the outside in the vehicle width direction;
A vehicle front structure comprising: A pair of front side members provided along the vehicle front-rear direction at both outer ends in the vehicle width direction at the vehicle front;
A tunnel portion formed on a floor panel joined to a vehicle rear end portion of the pair of front side members, and provided along a vehicle front-rear direction at a substantially center portion in a vehicle width direction,
A first cross member in which a front end is joined to a vehicle front side end of one of the front side members and extends toward an oblique rear side in the vehicle width direction, and a rear end is joined to the tunnel portion; The front end is joined to the vehicle front side end of the other front side member, and extends toward the rear side in the vehicle width direction and the rear end is the rear end of the first cross member and the tunnel portion. A V-shaped cross member configured in a substantially V shape with the first cross member and the second cross member in plan view,
A joining surface that is formed at a front end portion of the first cross member and the second cross member constituting the V-shaped cross member and extends along a vehicle width direction inner side surface of the front side member;
A seat formed on the joint surface and projecting outward in the vehicle width direction;
A vehicle front structure comprising: A pair of front side members provided along the vehicle front-rear direction at both outer ends in the vehicle width direction at the vehicle front;
A first cross having a front end joined to a vehicle front side end of one of the front side members and extending toward an oblique rear side in the vehicle width direction, and a rear end joined to the other front side member The front end of the member and the other front side member of the other front side member are joined to each other, and the front end extends obliquely rearward inward in the vehicle width direction and intersects the first cross member. A second cross member having a rear end joined to the member, and an X-shaped cross member configured in a substantially X shape with the first cross member and the second cross member in plan view;
A joining surface that is formed at a front end portion of the first cross member and the second cross member constituting the X-shaped cross member and extends along a vehicle width direction inner side surface of the front side member;
A first load transmission member that receives a load from a rear end portion of one of the front side members and transmits the load to a skeleton member disposed on the vehicle rear side and the vehicle width direction outside of the one front side member;
A second load transmission member that receives a load from a rear end portion of the other front side member and transmits the load to a skeleton member disposed on the vehicle rear side and the vehicle width direction outside of the other front side member;
A vehicle front structure comprising:   The vehicle front part structure according to claim 3, further comprising a seat portion formed at a joint portion of the joint surface and projecting outward in the vehicle width direction. A pair of front side members provided along the vehicle front-rear direction at both outer ends in the vehicle width direction at the vehicle front;
A tunnel portion formed on a floor panel joined to a vehicle rear end portion of the pair of front side members, and provided along a vehicle front-rear direction at a substantially center portion in a vehicle width direction,
A first cross member in which a front end is joined to a vehicle front side end of one of the front side members and extends toward an oblique rear side in the vehicle width direction, and a rear end is joined to the tunnel portion; The front end is joined to the vehicle front side end of the other front side member, and extends toward the rear side in the vehicle width direction and the rear end is the rear end of the first cross member and the tunnel portion. The first cross member and the second cross member are substantially V-shaped in plan view, and the rear end portion is seen in the vehicle front-rear direction. A Y-shaped cross member arranged to face the ridge line of the tunnel portion,
A joining surface that is formed at a front end portion of the first cross member and the second cross member constituting the V-shaped cross member and extends along a vehicle width direction inner side surface of the front side member;
A flange portion formed at a rear end portion of the first cross member and the second cross member constituting the Y-shaped cross member, and joined to an outer edge portion of the tunnel portion;
A vehicle front structure comprising:   The vehicle front portion structure according to claim 5, further comprising a seat portion formed on the joint surface and projecting outward in the vehicle width direction.

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